Instrumented Control Pedals For Electronically Shifted Manual Transmissions

ABSTRACT

An instrumented control pedal for a vehicle includes a lever portion, a pedal portion, a position sensor and at least one pressure sensor. The lever portion may include a first end, a second end and a pivot point disposed proximate the second end. The pedal portion may be disposed proximate the first end of the lever portion and the at least one pressure sensor may be disposed on the pedal portion. The position sensor may be operable to detect the displacement of the instrumented control pedal about the pivot point and output a position signal indicating the displacement of the instrumented control pedal. When a pressure is applied to the pedal portion, the pressure sensor outputs a signal indicating pressure is being applied to the pedal portion.

CROSS REFERENCE TO RELATED APPLICATIONS

The present application is related to U.S. patent application Ser. No.______ (Docket No. 2008-086/22562-159) filed and entitled “SYSTEMS ANDMETHODS FOR CONTROLLING MANUAL TRANSMISSIONS” and U.S. patentapplication Ser. No. ______ (Docket No. 2008-087/22562-160) filed andentitled “SHIFTER ASSEMBLIES FOR ELECTRONICALLY SHIFTED MANUALTRANSMISSIONS.”

TECHNICAL FIELD

The present invention generally relates to components for use inconjunction with an electronically shifted manual transmission and, morespecifically, to instrumented clutch pedals and instrumented brakepedals for use in conjunction with a system for electronically shiftinga manual transmission.

BACKGROUND

As background, there are a number of advantages of using amanually-shifted transmission over an automatic transmission invehicles. First, manual transmissions cost less to manufacture thancomparable automatic transmissions. Second, manual transmissions weighless than automatic transmissions, thus improving fuel economy andhandling. Finally, even in the absence of any weight advantage, manualtransmissions generally have better fuel economy than automatictransmissions.

Conventional manual transmissions also have some drawbacks. For example,during the assembly of a vehicle with a manual transmission, themechanical linkage between the shifter and the shift forks may requireadjustment in order to compensate for component and/or manufacturingvariations. In addition, the mechanical linkage between the clutch pedaland the clutch may also require adjustment for the same reason. Theseadjustments ensure that both the shifter and the clutch pedal willoperate properly when the vehicle is subsequently delivered to thecustomer. The adjustments to the mechanical linkages duringmanufacturing may be costly in terms of both labor and the time requiredto make the adjustment.

Accordingly, a need exists for alternative control components which maybe used in conjunction with an electronically shifted manualtransmission.

SUMMARY

In one embodiment, an instrumented control pedal for a vehicle includesa lever portion, a pedal portion and at least one pressure sensor. Thelever portion may include a first end, a second end and a pivot pointdisposed proximate the second end. The pedal portion may be disposedproximate the first end of the lever portion and the at least onepressure sensor may be disposed on the pedal portion. When a pressure isapplied to the pedal portion, the pressure sensor outputs a signalindicating pressure is being applied to the pedal portion.

In another embodiment, an instrumented clutch pedal for a vehicle mayinclude a lever portion, a pedal portion, at least one pressure sensorand at least one position sensor. The lever portion may include a firstend, a second end and a pivot point disposed proximate the second end.The pedal portion may be disposed proximate the first end of the leverportion. The at least one pressure sensor may be disposed on the pedalportion such that, when a pressure is applied to the pedal portion, thepressure sensor outputs a pressure signal indicating pressure is beingapplied to the pedal portion. The at least one position sensor may beoperable to detect a displacement of the instrumented clutch pedal aboutthe pivot point and output a position signal corresponding to thedisplacement of the instrumented clutch pedal.

In yet another embodiment, a vehicle may include an instrumented controlpedal which includes a lever portion, a pedal portion, at least onepressure sensor, at least one position sensor and a controller. Thelever portion may include a first end, a second end and a pivot pointdisposed proximate the second end. The pedal portion may be disposedproximate the first end of the lever portion. The at least one pressuresensor may be disposed on the pedal portion such that, when a pressureis applied to the pedal portion, the pressure sensor outputs a pressuresignal indicating pressure is being applied to the pedal portion. The atleast one position sensor may be operable to detect the displacement ofthe instrumented control pedal about the pivot point and output aposition signal indicating the displacement of the instrumented controlpedal. The at least one position sensor and the at least one pressuresensor may be communicatively coupled to the controller. The controllermay be operable to receive the pressure signal from the pressure sensorand receive the position signal from the position sensor and, based onthe pressure signal and the position signal, determine the status ofvarious systems of the vehicle and output an actuation signal to anactuator.

These and additional features provided by the embodiments of the presentinvention will be more fully understood in view of the followingdetailed description, in conjunction with the drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

The embodiments set forth in the drawings are illustrative and exemplaryin nature and not intended to limit the inventions defined by theclaims. The following detailed description of the illustrativeembodiments can be understood when read in conjunction with thefollowing drawings, where like structure is indicated with likereference numerals and in which:

FIG. 1 depicts a simplified view of a manual transmission according toone or more embodiments shown and described herein;

FIG. 2 schematically depicts a controller for a manual transmissionaccording to one or more embodiments shown and described herein;

FIGS. 3A-3C depict a shifter assembly comprising a shift lever, a shiftknob, a shift guide, and a shifter tactile sensor according to one ormore embodiments shown and described herein;

FIG. 4 depicts a control pedal for a vehicle according to one or moreembodiments shown and described herein;

FIGS. 5A-5B depicts flowcharts of a method used to control a manualtransmission according to one or more embodiments shown and describedherein;

FIG. 6 depicts a flowchart of another method used to control a manualtransmission according to one or more embodiments shown and describedherein; and

FIG. 7 depicts a flowchart of another method used to control a manualtransmission according to one or more embodiments shown and describedherein.

DETAILED DESCRIPTION

FIG. 4 generally depicts an embodiment of an instrumented control pedalfor use in conjunction with a system for electronically shifting amanual transmission. The control pedal may generally comprise a leverportion and a pedal portion. The pedal portion may comprise a pedalpressure sensor which is operable to detect pressure applied to thepedal portion without the control pedal being depressed. The controlpedal may also comprise a position sensor operable to detect thedisplacement of the control pedal when the control pedal is depressed.The various components of the control pedal as well as the operation ofthe control pedal will be discussed in more detail herein.

Referring now to FIG. 2, the general interconnectivity of variouscomponents of a system for electronically shifting a manual transmissionis illustrated with arrows. It should be understood that the arrows arealso indicative of signals which are passed between the variouscomponents of the system. Further, it should be understood that thephrase “sensor signal,” as used herein, is defined as any electrical,electronic, or wireless signal that is sent by any sensor or device tothe controller, including but not limited to the gear selection sensorsignal, the tactile sensor signal, the clutch pedal position sensorsignal, the clutch pedal pressure sensor signal, the engine rotationalspeed signal, the engine load signal, the vehicle speed signal, thebrake pedal position signal, and the throttle position signal. Thephrase “command signal,” as used herein, is defined as any electrical,electronic, or wireless signal that is sent by the controller to anactuator, including but not limited to the shift fork actuator and theclutch actuator. Further, it should be understood that the term “gear”may be used interchangeably with “gear ratio”; for example, “1st gear”is the equivalent of “the first gear ratio.” In addition, the term“shift” is defined as changing from one gear ratio to another gearratio; thus, when the operator shifts gears from 1st gear to 2nd gear,this is the equivalent of the operator directing the control system ofthe manual transmission to move from the first gear ratio to the secondgear ratio. Furthermore, the phrase “gear shift” also refers to the actof moving the manual transmission from one gear ratio to another gearratio.

Referring to FIG. 1, a manual transmission 10 for a vehicle may comprisea clutch 12, shift forks 16, and a plurality of gear ratios 20 disposedin a transmission housing 11. The manual transmission 10 may bepositioned between the engine and the drive wheels and may allow theoperator to control the movement of the vehicle by permitting theoperator to select an appropriate gear ratio for a given speed and loadof the vehicle. The clutch 12 allows the output shaft of the engine tobe disengaged from the manual transmission while the operator ischanging gears or while the vehicle is stopped. The disengagement of theclutch 12 during gear changes may be necessary to allow the selectedgear ratio to be properly synchronized to the drive wheels, thuspermitting smooth operation of the transmission.

In one embodiment, as shown in FIG. 1, the clutch 12 may be a “dryclutch,” which may comprise two discs. One of the discs may bemechanically coupled to the output shaft of the engine, while the otherdisc may be mechanically coupled to the plurality of gear ratios 20.When the clutch 12 is engaged, the two discs may be forced together by aspring or other bias means such that the two discs become mechanicallycoupled to one another due to the friction between them. Conversely,when the clutch 12 is disengaged, the two discs are separated such thatthere is no mechanical coupling between them. While the clutch 12 isdescribed as a “dry clutch,” it is contemplated that other types ofclutches may be used in conjunction with the system for automaticallyshifting a manual transmission described herein, including, withoutlimitation, dual clutches and the like. Further, it is also contemplatedthat the clutch 12 may be partially engaged or disengaged, such that thetwo discs are in contact but rotating at different speeds.

The shift forks 16 may be selectively coupled to the gear ratiosdisposed in the transmission housing 11 such that an operator of thevehicle may select a gear ratio for the manual transmission 10. In oneembodiment, the shift forks 16 may be used to select one of five forwardgear ratios or a reverse gear ratio. Other embodiments may have more orless forward gear ratios. Furthermore, although the embodiment describedherein only depicts three shift forks 16, it should be understood thatany number of shift forks (including one) are contemplated. As anillustrative example, a manual transmission with three forward gearratios and one reverse gear ratio may comprise only two shift forks. Itshould also be understood that other types and configurations of shiftforks and mechanisms for shifting gears may be used in conjunction withthe system for electronically shifting a manual transmission describedherein.

The plurality of gear ratios 20 permits an operator of the vehicle toselect an appropriate gear ratio for a given speed and load of thevehicle. As previously discussed, in one embodiment there may be five ormore forward gear ratios and one reverse gear ratio. A low gear ratio(for example, 1st gear) may allow a high engine speed relative to thespeed of the vehicle, thus permitting the operator to begin moving thevehicle from a complete stop or climbing a steep hill. Higher gearratios may result in a lower engine speed relative to the speed of thevehicle. The reverse gear ratio permits the operator to move the vehiclein the reverse direction.

Referring now to FIGS. 1-4, the system for controlling a manualtransmission of a vehicle comprises a shifter assembly 30, at least oneshift fork actuator 18 mechanically coupled to the to the shift forks16, an instrumented control pedal 50, (such as an instrumented clutchpedal), a clutch actuator 14 mechanically coupled to the clutch 12, anda controller 22.

As depicted in FIGS. 3A-3C, the shifter assembly 30 may comprises ashift lever 34, a gear selection sensor, a tactile sensor 32 and a guide40. The shift lever 34 may be disposed in the guide 40 such that theoperator may move the shift lever 34 in a particular pattern, such asthe double “H” pattern depicted in FIG. 3B, or another pattern suitablefor shifting the gears of the vehicle. The guide 40 may generally definea specific position for the shift lever such that, when the shift leveris located in that position, a specific gear ratio is selected. As anillustrative example, the guide 40 may have a specific position for eachof the gear ratios of the transmission. In the embodiment shown, theguide 40 comprises six positions: one for each of the five forward gears(labeled “1,” “2,” “3,” “4,” and “5”) and the reverse gear ratio(labeled “R”). The operator may move the shift lever 34 to one of thesespecific positions in order to select that particular gear ratio. If theshift lever is moved to the center of the “H” pattern, no gear ratio isselected (i.e., the transmission is placed in “neutral”). In otherembodiments, the guide 40 may assume other geometries or configurationswith the same or similar functionality.

As noted herein, the shifter assembly 30 may comprise a gear selectionsensor which may be disposed in the guide 40 and used to determine theposition of the shift lever 34 relative to the guide 40 and, therefore,the gear ratio selected by an operator of the vehicle. The gearselection sensor may comprise linear position sensors, such asmagnetostrictive sensors, LVDTs and the like, inductive displacementsensors, optical sensors and/or any sensor(s) operable to determine therelative displacement of two objects.

In one embodiment, the gear selection sensor may be a resistive sensorcomprising a ring 42 and a plurality of sensing strips 44A-44G, asdepicted in FIG. 3C. In this embodiment, the ring 42 may be disposed onthe shift lever 34 while the sensing strips 44A-44G may be disposed atvarious locations along the guide 40. As the ring 42 is moved throughthe guide 40, the ring may be in electrical communication with thesensing strips 44A-44G on the shift lever guide 40 such that the gearselection sensor produces a voltage output which is dependent on theposition of the shift lever 34 in the guide 40. More specifically, asthe shift lever 34 is moved in the guide 40, the ring 42 is inelectrical communication with the sensing strips 44A-44G at differentlocations, thereby producing a different output voltage level dependingon the location of the shift lever 34 in the guide 40. For example, whenthe shift lever 34 is placed near the 1st gear position, the gearselection sensor may output approximately 1 volt. When the shift lever34 is moved to the 2^(nd) gear position, the output of the gearselection sensor may increase from about 1 volt to about 2 volts.Similarly, when the shifter is moved from 2^(nd) gear to third gear, theoutput of sensor strip 44B may increase from 2 volts to 3 volts whilethe output of sensor strip 44C may increase from 3 volts to 3.5 volts.Table 1, shown below, contains examples of the output of the gearselection sensor as the shift lever traverses along the various sensorstrips disposed in the guide 40. Accordingly, by monitoring the outputof the gear selection sensor, the position of the shift lever 34 in theshift guide 40 may be determined. Further, by monitoring the change inthe output of the gear selection sensor over time, the direction ofmotion of the shift lever 34 in the guide 40 may also be determined aswell as the speed at which the shift lever 34 traverses through theguide 40. The controller 22 may use the output signal from the gearselection sensor in conjunction with an Al algorithm in order todetermine the driving style of the operator of the vehicle.

TABLE 1 Gear Selection Sensor Output Sensor Change in Gear SelectionStrip ID Sensor Output (volts) Gear shift 44A   1 V to 2 V 1^(st) to2^(nd)/2^(nd) to 1^(st) 44B   2 V to 3 V 2^(nd) to 3^(rd)/3^(rd) to2^(nd) 44C   3 V to 3.5 V 2^(nd) to 3^(rd)/3^(rd) to 4^(th) 44D 3.5 V to4 V 3^(rd) to 4^(th)/4^(th) to 5^(th) 44E   4 V to 5 V 4^(th) to5^(th)/5^(th) to 4^(th) 44F   5 V to 5.5 V 4^(th) to 5^(th)/5^(th) to4^(th) 44G 5.5 V to 5.6 V in to reverse

While FIGS. 3A and 3B depict the gear selection sensor as comprising aring used in conjunction with a plurality of sensing strips, it shouldbe understood that any suitable sensor or combination of sensors may beused to determine the position of the shift lever relative to the guide.

Referring now to FIGS. 3A and 3C, the shifter assembly 30 may alsocomprise a shifter tactile sensor 32 operable to determine when pressureis applied to the shifter assembly 30, such as when an operator of thevehicle contacts the shift knob 31 in preparing to make a shift. In theembodiments shown in FIGS. 3A and 3C, the shifter tactile sensor 32 isdisposed on the shift knob 31. The shifter tactile sensor may beoperable to determine when pressure is applied to the shift knob 31 byoutputting a signal to the controller 22 when pressure is applied to theshift knob 31. The output signal may be generally indicative of pressureapplied to the shift knob 31, such as a binary signal (e.g., one value,such as +1 volts may be indicative of an applied pressure while a secondvalue, such as 0 volts may be indicative of no pressure being applied tothe shift knob 31). Alternatively, the output signal may be proportionalto the amount of pressure applied to the shift knob 31.

In the embodiment shown in FIGS. 3A and 3C, the shifter tactile sensor32 may be a flexible web or matrix of sensors which are disposed overthe shift knob 31, which, in turn, is disposed on the shift lever 34.For example, the shifter tactile sensor 32 may be a Pressure ManagementSystem flexible tactile sensor manufactured by Tekscan, Inc. or asimilar flexible web or matrix of pressure sensors. In one embodiment,the shifter tactile sensor 32 is disposed between the shift knob 31 anda flexible covering (not shown) which covers the shift knob. In anotherembodiment, the shifter tactile sensor 32 may be disposed directly onthe surface of the shift knob 31 such as when the shifter tactile sensor32 is formed with the shift knob 31 or otherwise attached to the surfaceof the shift knob 31. Alternatively or additionally, the tactilesensor(s) may be disposed on the shift lever 34 such as in embodiments(not shown) where the shift lever does not comprise a separate shiftknob.

As noted herein, the shifter tactile sensor 32 may be operable to detectthe pressure of the operator's hand on the shift knob 31. In oneembodiment, the output signal from the shifter tactile sensor (e.g., thetactile signal) is indicative of a pressure applied to the shift knob,as described herein. In another embodiment, the shifter tactile sensor32 may be able to discern the amount of pressure exerted by theoperator's hand and output a signal proportional to the appliedpressure, as described herein. The shifter tactile sensor 32 may beoperable to send the tactile signal to the controller 22.

While embodiments shown and described herein depict the shifter tactilesensor 32 as being located on the shift lever 34, specifically the shiftknob 31 of the shift lever 34, it should be understood that the shiftertactile sensor 32 may be positioned in other locations on the shiftlever 34 to effectuate sensing a pressure applied to the shift lever.For example, in an alternative embodiment (not shown) the shiftertactile sensor may be disposed at the base of the shift lever such thatany force or pressure applied to the top of the shift lever iscommunicated along the shift lever to the shifter tactile sensor.

Referring again to FIGS. 1 and 2, the system for electronically shiftinga manual transmission may also comprise one or more shift fork actuators18 which are operatively coupled to the controller 22. The shift forkactuators 18 may be actuated by the controller 22. More specifically,the shift fork actuators may be operable to receive a shift command fromthe controller 22 and, based on the received shift command, shift themanual transmission 10 to the desired gear ratio indicated by the shiftcommand by causing the shift fork to move in a specified direction andthereby engage or disengage a specific gear ratio. The shift forkactuator may comprise electromechanical actuators, hydraulic actuators,or any other suitable actuator or mechanism now known or subsequentlydeveloped. In the embodiment described herein, the shift fork actuators18 comprise electromechanical actuators, such as solenoids or servomotors, which are operable to receive a shift command signal from thecontroller 22. The shift fork actuators 18 may be operable to place theshift forks in a plurality of positions, each position corresponding toa specific gear ratio. As an illustrative example, the shift forkactuator 18 may be operable to place the shift forks in one of sixpossible configurations, one for each of the five forward gears and onefor the reverse gear. Furthermore, it is contemplated that one or moreshift fork actuators may be used, depending on the design of the manualtransmission and the number of gear ratios contained therein. Fortransmissions with multiple shift forks and shift fork actuators, thecontroller 22 may send a unique shift command to each shift forkactuator in order to properly select the desired gear ratio.

Referring now to FIG. 4, the system for electronically shifting a manualtransmission of a vehicle may further comprise one or more instrumentedcontrol pedals 50 which allow an operator to control one or more aspectsof the operation of the vehicle and provide one or more inputs to thecontroller 22. For example, the control pedal 50 may comprise a clutchpedal which may be used by the operator to actuate the clutch therebydisengaging or engaging the engine of the vehicle with the transmissionof the vehicle. Similarly, the control pedal 50 may comprise a brakepedal which may be used by the operator to actuate the brakes of thevehicle.

Generally, the control pedal 50 may comprise a lever portion 51extending between a first end and a second end. A pedal portion 54 maybe disposed at the first end of the lever portion 51 while a pivot 53 isdisposed proximate the second end of the lever portion 51. The pivot 53permits the control pedal 50 to be pivotally attached to a mountingstructure (not shown) of the vehicle (not shown) such that, when anoperator of the vehicle applies pressure to the pedal portion 54 (e.g.,when an operator depresses the control pedal 50 by stepping on the pedalportion 54), the control pedal 50 rotates about the pivot 53 asgenerally indicated by arrows 56.

The pedal portion 54 may comprise a pedal pressure sensor 52 disposed onthe pedal portion 54. The pedal pressure sensor 52 may comprise apressure sensor, such as, for example, a piezo-electric pressuretransducer or similar sensor, such as a mechanical limit switch or thelike, which is operable to output a signal indicative of an appliedpressure. In one embodiment, the pedal pressure sensor 52 may comprise aweb or matrix of pressure sensors, such, as for example, a PressureManagement System flexible tactile sensor manufactured by Tekscan, Inc.or a similar flexible web or matrix of pressure sensors. In oneembodiment, the pedal pressure sensor 52 may be disposed directly on thesurface of the pedal portion 54. In this embodiment, a pedal pad (notshown), such as rubber cover or the like, may also be disposed over thesurface of the pedal portion 54 such that the pedal pressure sensor 52is disposed between the pedal portion and the pedal pad. In anotherembodiment, when the pedal portion 54 comprises a pedal pad, the pedalpressure sensor may be disposed on the surface of the pedal pad.

The output signal of the pedal pressure sensor 52 may be generallyindicative of pressure applied to the pedal portion 54. For example, inone embodiment, the output signal of the pedal pressure sensor 52 maycomprise a binary signal (e.g., one value, such as a +1 volts, may beindicative of an applied pressure while a second value, such as 0 volts,may be indicative of no pressure being applied to the pedal pressuresensor 52). Alternatively, the output signal may be proportional to theamount of pressure applied to pedal pressure sensor.

In one embodiment, the pedal pressure sensor 52 may be operable todetect when an operator of the vehicle positions his or her foot on thepedal portion 54 of the control pedal 50 but does not depress the pedalportion 54. The pedal pressure sensor 52 may be operatively coupled to acontrol unit (not shown), such as controller 22 shown in FIG. 2, andoperable to send a pedal pressure signal to the controller indicative ofthe operator's foot being positioned on the pedal portion 54.

In the embodiments shown and described herein, the control pedal 50 mayfurther comprise a pedal position sensor 58. The pedal position sensor58 may be operable to detect the position of the control pedal 50 andsend a pedal position signal to a controller (not shown), such as thecontroller 22. The pedal position signal may be indicative of theposition of the control pedal 50 as the control pedal is rotated aboutthe pivot 53. More specifically, the pedal position signal may beindicative of the amount or degree by which the control pedal 50 isdepressed.

In the embodiment depicted in FIG. 4, the pedal position sensor 58 maybe a linear position sensor, such as an LVDT or magnetostrictive linearposition sensor, which is coupled to the lever portion 51 of the controlpedal 50. As the control pedal 50 is rotated about the pivot 53 asindicated by arrows 56, the output of the pedal position sensor 58 maychange based on the displacement of the lever portion 51 relative to thepedal position sensor 58. For example, the output signal (e.g., thepedal position signal) of the pedal position sensor 58 may beapproximately zero volts when completely released, and approximately 5volts when completely depressed. When the control pedal is in anintermediate position (e.g., not completely released or completelydepressed), the pedal position signal may have an intermediate valuewhich may be calibrated to a corresponding position of the control pedal50.

While the embodiments described herein refer to the pedal positionsensor 58 as being a linear position sensor, it should be understoodthat various other sensors may be used to determine the position of thecontrol pedal 50. For example, the pedal position sensor may comprise ashaft encoder or a similar non-contact rotary position sensor disposedrelative to the pivot 53. Further, the pedal position sensor 58 may bemounted at the pivot point of the control pedal 50, or it may be mountedin some other appropriate location suitable for measuring thedisplacement of the control pedal.

In one embodiment, a controller operatively coupled to the pedalposition sensor 58, such as controller 22, may be able to calculate thespeed at which the control pedal 50 is being moved by the operator byobserving the rate of change of the control pedal position signal over agiven time period. The controller 22 may use this information in its Alalgorithm in order to determine the driving style of the operator of thevehicle as will be discussed in more detail herein.

In one embodiment, the control pedal 50 is a clutch pedal of the vehicleand the pedal position signal output from the pedal position sensor 58is indicative of the amount that the clutch pedal has been depressed bythe operator while the pedal pressure signal output from the pedalpressure sensor 52 is indicative of the operator placing his or her footon the clutch pedal. The clutch pedal pressure signal is passed to thecontroller 22 which utilizes the signal to anticipate the occurrence ofa shift. The clutch pedal position signal is passed to the controller 22which, based on the clutch pedal position signal, sends a control signalto the clutch actuator 14 thereby actuating the clutch 12. Depending onthe signal received from the clutch pedal position sensor 58, the clutch12 may fully or partially disengage the transmission from the engine.

In another embodiment, the control pedal 50 is a brake pedal of thevehicle and the pedal position signal output from the pedal positionsensor 58 is indicative of the amount that the brake pedal has beendepressed which, in turn, corresponds to the braking effort intended byan operator of the vehicle. The pedal pressure signal output from thepedal pressure sensor 52 is indicative of the operator placing his orher foot on the brake pedal. The brake pedal pressure signal is passedto the controller 22 which utilizes the signal to anticipate theoccurrence and direction (e.g., up shift or down shift) of a shift. Thebrake pedal position signal may be passed to the controller 22 which,based on the brake pedal position signal, sends a control signal to abrake actuator thereby actuating the brakes of the vehicle. The brakepedal position signal may also be utilized to predict or anticipate theoccurrence and direction of a shift.

Referring again to FIGS. 1 and 2, the system for electronically shiftinga manual transmission may further comprise a clutch actuator 14mechanically coupled to the clutch 12 and electrically coupled to thecontroller 22. The clutch actuator may receive a clutch command signalfrom the controller 22 and, based on the received clutch command signal,engage or disengage the clutch 12. The clutch actuator 14 may be one ofa variety of actuators, including but not limited to a hydraulicactuator, an electromechanical actuator (e.g., a solenoid), or othertype of suitable actuator. In the embodiment described herein, theclutch actuator 14 may comprise an electromechanical device such thatthe application of an electrical current to the actuator produces aforce sufficient to engage or disengage the clutch 12. Furthermore, theclutch actuator 14 may by operable to partially engage the clutch. Thus,it is contemplated that the clutch actuator 14 may operate to allow morethan just complete engagement or complete disengagement of the clutch.In order to mimic the operation of a conventional manual transmission,the clutch actuator 14 may permit multiple levels of engagement based onthe displacement of the clutch pedal as determined by the pedal positionsensor 58, thus facilitating smooth operation of the manualtransmission.

Referring now to FIG. 2, the controller 22 may comprise a memory 24which stores an artificial intelligence (“Al”) algorithm 70 thatfacilitates operation of the electronically shifted manual transmission.The controller 22 may be in electrical communication with the varioussensors and actuators as described herein. For example, in oneembodiment, the controller 22 may be electrically coupled to the gearselection sensor, the tactile sensor, the clutch pedal position sensor,and the clutch pedal pressure sensor, such that the controller isoperable to send and/or receive electric and/or RF signals to and/orfrom each of these components. In another embodiment, controller 22 mayadditionally receive vehicle operation input signals 21 from variousother systems and components of the vehicle. For example, the controller22 may receive vehicle operation input signals such as a rotationalspeed signal indicative of the rotational speed of the engine, an engineload signal indicative of the load on the engine, a vehicle speed signalindicative of the speed of the vehicle, a brake pedal position signalrepresenting the position of the brake pedal, a throttle position signalindicative of the position of the engine throttle and a steering wheelposition sensor indicative of the angular orientation of the steeringsystem. The various electrical signals transmitted and received by thecontroller may assume a number of different forms. As an illustrativeembodiment, a signal may be an analog voltage signal which ranges fromzero to 5 volts. Alternatively, a signal may be an analog current signalwhich ranges from zero to 20 milliamps. In yet another embodiment, asignal may be digital, such as CAN Bus or similar digital signal. In yetanother embodiment, some or all of the signals may be communicated tothe controller 22 through wireless technology, such as electromagneticradio waves.

The signal representing the rotational speed of the engine may indicatea number of engine revolutions per minute (RPM). For example, thissignal may indicate that the engine is rotating at 2000 RPM. Generally,the rotational speed of the engine is controlled by the operator via thethrottle, or accelerator pedal. However, other factors may influence therotational speed of the engine, including but not limited to the load onthe engine and whether the clutch is engaged or disengaged. The signalrepresenting the load of the engine may indicate the power beingsupplied by the engine to the wheels of the vehicle and may be expressedas a percentage of the maximum power of the engine.

The vehicle speed signal indicates the speed of the vehicle and isusually expressed in miles per hour (“MPH”). The vehicle speed signaland, specifically, a change in the vehicle speed signal may beindicative of the operator's desire to increase or decrease the speed ofthe vehicle and, therefore, may be indicative of a possible up-shift ofdown shift. The signal indicative of the position of brake pedal mayindicate whether and to what degree the operator may be applying thebrakes of the vehicle. This brake pedal position signal may correspondto a range of brake actuation from 0% (brakes not being applied) to 100%(brakes fully applied). The brake pedal position signal may also begenerally indicative of a possible up-shift or down shift. For example,if the brake is depressed, the operator may wish to down shift thevehicle to further slow the vehicle.

The signal representing the position of the engine throttle indicatesthe relative position of the throttle or accelerator pedal and, as withthe vehicle speed signal, generally indicates the operator's desire toincrease or decrease the speed of the vehicle. Accordingly, the positionof the engine throttle may also be used to anticipate and/or determine adirection (e.g., an up shift, or down shift) of a shift.

The signal representing the position of the steering system may also beindicative of a pending up shift or down shift. As an illustrativeexample, during a gear shift the Al algorithm may observe that thesteering system is turned at a very sharp angle (e.g., indicating asharp turn of the vehicle) and may predict, in conjunction with otherinputs to the controller, that the operator is going to downshiftbecause it is likely that he is making a turn and is slowing down.

As described herein, the shift fork and/or clutch actuators may also bein operable communication with the controller 22, which may be operableto send a shift command signal to the shift fork actuators 18 and aclutch command signal to the clutch actuator 14 and thereby actuate theshift fork actuators and/or the clutch actuators. The shift and clutchcommand signals may assume a variety of forms. As an illustrativeembodiment, the commands may be pulse-width modulated signals which,when sent to the actuator, cause the shift fork actuator to move to thedesired gear ratio, or the clutch actuator to engage or disengage theclutch. In still another embodiment, the shift and clutch commands maybe digital, such as CAN Bus, in which the actuator itself may haveelectronics operable to receive the digital signal and move the actuatorto the appropriate position. As an illustrative example, an actuatorcomprising a solenoid may have associated electronics capable ofreceiving the CAN Bus signal from the controller 22 and converting thesignal into the proper voltage and current levels required to operatethe solenoid. However, it should be understood that many alternativetypes of command signals may be possible.

It should be understood that the controller 22 may be capable ofassuming a number of different configurations. In one embodiment, thecontroller 22 may be a microprocessor-based system comprising amicroprocessor and a program. The program may include an Al algorithm 70as well as other programs or subroutines which may facilitate theoperation of the controller 22 and, in turn, the transmission of thevehicle. The program may comprise a series of computer executableinstructions which can be read and executed by the microprocessor. Itshould be understood that various types of controllers may be used inorder to achieve the same result. For example, the controller maycomprise a programmable logic controller (PLC), a general purposecomputer, or discrete logic chips. Furthermore, the circuitry comprisingthe controller 22 may be located in one place or may be distributed invarious locations within the vehicle.

The memory 24 of the controller 22 is operable to store informationregarding the status of the input signals when gears are shifted. Thisinformation may be stored in a shift history 28 and may include any ofthe following input and output signals, either alone or in combination:the gear selection signal, the tactile signal, the clutch pedal positionsignal, the clutch pedal pressure signal, the rotational speed of theengine, the load on the engine, the speed of the vehicle, the positionof brake pedal, the position of the throttle, the previous gearselection, and the present gear selection. In one embodiment, the shifthistory may also include the speed at which the clutch pedal wasdepressed and/or the speed at which the shift lever was moved inshifting gears, both of which may be calculated by the controller. Thememory may also be operable to allow the controller 22 to read any orall of the shift histories 28, particularly when the operator of thevehicle shifts the manual transmission from one gear ratio to another.

Further, the shift histories 28 may be additionally processed by thecontroller 22 to produce a unique look-up table (hereinafter “LUT”)which may be used by the controller to send the proper clutch and shiftfork actuator signals to the clutch actuator and shift fork actuator,respectively, based on the inputs received from various sensors and/orsystems. The LUT may be indexed according to any of the storedparameters. For example, in one embodiment, the LUT may be indexedaccording to the present gear selected. For the present gear selected,the LUT may contain a plurality of shift histories including the gearwhich the transmission was shifted into for each shift history. Thememory 24 may comprise static random access memory (SRAM), flash memory,or any other type of memory which accomplishes the same result.

In one embodiment, the controller 22 may be operable to send theappropriate clutch command signal to the clutch actuator, based on thevarious signals received from the gear selection sensor and the clutchpedal sensor. As an illustrative example, the clutch command signal maybe based on the clutch pedal position sensor such that the clutchactuator mirrors the position of the clutch pedal. When the clutch pedalis depressed, as determined by the clutch pedal position sensor, thecontroller may send a clutch command signal to the clutch actuator toactually disengage the engine from the transmission. The shift forkactuator signal may be based on the gear selection sensor. When theshift lever is actually moved, as determined by the gear selectionsensor, the controller may send a shift fork command signal to the shiftfork actuator which shifts the transmission to the selected gear ratio.Many other types of variations are contemplated with this setup.

In another embodiment, the controller 22 may include an Al algorithm 70which is operable to learn a driving style of the operator of thevehicle. In this embodiment, the controller 22 may be operable toreceive additional vehicle operation input signals in addition to thegear selection signal, the tactile signal, the clutch position signaland the clutch pressure signal. The vehicle operation input signals mayinclude signals indicating the rotational speed of the engine, the loadof the engine, the speed of the vehicle, the position of the brakepedal, and the position of the throttle. It may learn the driving styleof the operator by storing the state of some or all of the input signalswhen the operator shifts gears. As an illustrative example, the Alalgorithm 70 may record the rotational speed, the engine load, thevehicle speed, the brake pedal position, and the throttle position atthe moment the transmission is shifted from 1st gear to 2nd gear.Continuing with this example, at the moment of the gear shift, therotational speed (of the engine) may be 3000 revolutions per minute(“RPM”), the vehicle speed may be 15 miles per hour (“MPH”), the engineload may be 80% and the brake pedal position may be completely released.This information may be captured in a memory of the controller when thetransmission is shifted from, for example, 1st gear to 2nd gear. Thecaptured and stored information may be described as a “shift history” 28as described herein. Subsequent gear shifts may result in additionalshift histories 28 being stored in the memory 24. This information maythen be used to build a LUT indexed according to the present gearselection. In this fashion, the controller 22 learns the driving styleof the operator and may use such information to predict or anticipatefuture gear shifts based on present state of the inputs to thecontroller relative to those stored in the LUT.

In yet another embodiment, some or all of the input signals may bewireless. That is, they may be communicated to the controller 22 withoutusing wires. As an example, a radio frequency or inductive scheme may beused to communicate some or all of these signals to the controller 22.

Referring now to FIGS. 5A and 5B, in one embodiment, the artificialintelligence (“Al”) algorithm stored in a memory of the controller maybe operable to predict which gear ratio 20 the operator will selectbased on prior shift histories 28 stored and/or indexed in the LUT. TheAl algorithm may be divided into two portions: a decision portion 70Aillustrated in FIG. 5A and an actuation portion 70B illustrated in FIG.5B. In the decision portion 70A, the Al algorithm may simultaneouslydetermine the state of the shifter tactile sensor at step 72 and theclutch pedal pressure sensor at step 74. If the operator has appliedpressure to either the shift lever (as determined from the shiftertactile sensor) or the clutch pedal (as determined from the clutch pedalpressure sensor) thus indicating that the driver is preparing to shift,then the Al algorithm may proceed to step 76.

An alternative embodiment of the decision portion 170A of the artificialintelligence algorithm is shown in 6. In this embodiment the system forelectronically shifting a manual transmission does not comprise a clutchor does not comprise a clutch pedal with a clutch pedal pressure sensor,and the Al algorithm may only determine if an operator of the vehiclehas applied pressure to the shift knob of the shift lever (as determinedfrom the shifter tactile sensor).

Referring now to both FIGS. 5A and 6, at step 76, the Al algorithm maydetermine the state of other sensor inputs coupled to the controllersuch as, for example, the gear selection sensor, the clutch pedalposition sensor, the engine rotational speed, the engine load, thevehicle speed, the brake pedal position, and the throttle position.Other inputs which are available to the controller 22 may also bedetermined, including, but not limited to, an input representing theangle of the steering system. Furthermore, the Al algorithm may alsodetermine the present gear ratio selected, e.g., the gear ratio selectedwhen pressure was applied to the shifter tactile sensor.

After determining the sensor inputs at step 76, the Al algorithmcontinues to step 78 where it predicts the gear ratio that will beselected. In one embodiment, the Al algorithm does this by comparing thepresent state of the inputs with one or more shift histories 28. Aspreviously discussed, a shift history 28 may represent the state of theinputs when the operator shifted from one specific gear to anotherspecific gear. When the present state of the inputs, including thepresently selected gear, corresponds to the stored inputs in a shifthistory, the Al algorithm may determine a predicted gear shift based onthe gear shift information stored in the corresponding shift history.

Because there is a plurality of gear ratios, there may also be aplurality of shift histories, one for shifts from 1st gear to 2nd gear,etc. Accordingly, in another embodiment, the controller 22 may utilizean LUT of shift histories for a specific driver. The LUT, in essence,may be a combination of shift histories that have been compiled overtime. If an LUT has been created, the Al algorithm may compare the stateof the inputs with the LUT in order to predict the gear ratio that willbe selected by the operator. The controller 22 may create an LUT or agroup of shift histories 28 for a specific driver. Furthermore, if thevehicle is new or does not have any shift histories, the Al algorithmmay utilize a “default” shift history or LUT while it learns the drivingstyle of the operator. It is contemplated that there may be multipleLUT's or groups of shift histories, one for each operator of thevehicle. The Al algorithm may be operable to detect which operator isdriving the vehicle based on the present inputs and the stored LUT's orshift histories.

Referring now to FIG. 5A, after the predicted gear selection isdetermined, the Al algorithm next proceeds to steps 80 and 82. In theembodiment shown in FIG. 5A, steps 80 and 82 may occur in parallel. Instep 80 the controller determines if the shift lever is moving based onthe gear selection signal from the shifter assembly. If the shift leveris not moving, then the algorithm loops back to the start. If the shiftlever is moving, the algorithm proceeds to the actuation portion 70B ofthe Al algorithm which is shown in FIG. 5B. Similarly, in step 82, thealgorithm determines if the clutch pedal is depressed based on theclutch pedal position signal. If the clutch pedal is not depressed, thealgorithm loops back to the start. If the clutch pedal is depressed, thealgorithm continues to the actuation portion 70B of the Al algorithm, asdepicted in FIG. 5B. Accordingly, it will be understood that, if eitherthe shift lever is moving or the clutch pedal is depressed, the Alalgorithm proceeds to the actuation portion 70B. However, if the shiftlever is not moving or the clutch pedal is not depressed, the algorithmreturns to the start and is repeated.

Referring to an alternative embodiment of the decision portion 170A ofthe Al algorithm shown in FIG. 6, where the system for electronicallyshifting a manual transmission does not comprise a clutch or does notcomprise a clutch pedal the Al algorithm, after the predicted gearselection is determined, the Al algorithm proceeds to step 80 where itis determined if the shift lever is moving based on the gear selectionsignal from the shifter assembly. If the shift lever is not moving, thenthe algorithm loops back to the start and repeats. If the shift lever ismoving, the algorithm proceeds to the actuation portion 70B of the Alalgorithm, as depicted in FIG. 5B.

Referring now to the actuation portion 70B of the artificialintelligence algorithm shown in FIG. 5B, at step 90, the algorithmdetermines whether the predicted gear matches the actual gear selected.It may do this by observing the state of the gear selection sensor anddetermining whether the operator is moving the shift lever to thepredicted gear. If the operator's actions indicate that the operatorselected gear is the same as the predicted gear, then the algorithmproceeds to step 94. However, if the operator selects a gear that isdifferent than the predicted gear, then the algorithm proceeds to step92 where the predicted gear is set to the same value as the actual gearselected by the operator as determined by the gear selection sensorsignal. The algorithm then proceeds to step 94, where the algorithmsends a clutch command signal to the clutch actuator to disengage theclutch. The algorithm next proceeds to step 96, and sends a shift forkcommand signal to the one or more shift fork actuators in order to shiftthe manual transmission into the predicted gear ratio.

The Al algorithm then proceeds to step 98, where the controller sends aclutch command signal to the clutch actuator to engage the clutch. Atstep 100, the Al algorithm may store the state of the input signals atthe time of the shift to a shift history in memory. Finally, thealgorithm proceeds back to start at the decision portion 70A.

It should be understood that the order of the steps in FIGS. 5A-5B and 6is exemplary, and that some of the steps may be performed in a differentorder. Also, it is contemplated that other embodiments may addadditional steps or modifies the function of existing steps.

Referring to FIGS. 5A-5B, in an illustrative example of the Alalgorithm, the transmission of the vehicle may be in 2nd gear andtraveling at 25 MPH with an engine rotational speed of 3000 RPM. Atsteps 72 and 74, the algorithm determines if the operator has appliedpressure to either the shift lever or the clutch pedal by monitoring theoutputs of the gear selection sensor and the clutch pedal pressuresensor. When the operator contacts either the clutch pedal or theshifter, the algorithm proceeds to step 76. At step 76, the algorithmobserves the state of some or all of the inputs to the controller aswell as the present gear ratio selected in order to predict oranticipate which gear the driver may shift the transmission into. Inthis example, the vehicle is presently in 2nd gear, the vehicle speed is25 MPH, the engine rotational speed is 3000 RPM, the engine load is 75%,the operator is not applying pressure to the brake, and the enginethrottle is at 35%. Based on these inputs, the Al algorithm predicts atstep 78 that the operator will shift to 3rd gear (an upshift) using apreviously established shift history and/or LUT of shift histories. Atsteps 80 and 82 the algorithm determines whether the shift lever ismoving based on the gear selection signal from the shift lever positionsensor and if the clutch pedal is depressed based on the clutch pedalposition signal from the clutch pedal position sensor. If the shiftlever is not moving and the clutch pedal is not depressed, the algorithmreturns to the start and is repeated. When the shift lever is moved ormoving and/or the clutch pedal is depressed, the algorithm proceeds tostep 90 of the actuation portion 70B of the Al algorithm.

At step 90, the Al algorithm determines whether the operator hasactually selected 3rd gear by observing the movement of the shift leverposition sensor. In this example the direction of movement of the shiftlever corresponds to the operator shifting to 3rd gear and the Alalgorithm proceeds to step 94, where the controller sends theappropriate command signal to the clutch actuator to disengage theclutch. At step 96, the Al algorithm shifts the transmission to thepredicted gear (as determined in step 78) by sending the appropriatecommand signal to the shift fork actuator thereby actuating the shiftfork actuator. At step 98, the Al algorithm sends the appropriatecommand signal to the clutch to re-engage the clutch. Finally, at step100, the controller stores the information regarding this particularshift in a shift history in memory. In this example, the shift historywill indicate that the operator shifted from 2nd gear to 3rd gear,during which time the vehicle was traveling at 25 MPH, the enginerotational speed was 3000 RPM, the engine load was 75%, the enginethrottle was 35%, and so forth.

Referring now to FIG. 7, in another embodiment, the vehicle may comprisean electronically actuated manual transmission and clutch, as describedhereinabove and shown in FIG. 1. However, in this embodiment, the manualtransmission does not comprise a shifter assembly or a clutch pedal.Instead, the manual transmission is shifted by the controller 22utilizing various inputs from the engine, brake pedal, steering system,etc., in addition to shift histories stored in memory. For example,referring to the Al algorithm 270 shown in FIG. 7, the Al algorithm may,at step 272, determine the state of sensor inputs coupled to thecontroller such as, for example, the engine rotational speed, the engineload, the vehicle speed, the brake pedal position, and the throttleposition. Other inputs which are available to the controller 22 may alsobe determined, including, but not limited to, an input representing theangle of the steering system.

After determining the sensor inputs at step 272, the Al algorithmcontinues to step 274 where it predicts the next gear ratio based on theobserved inputs determined in step 272. In one embodiment, the Alalgorithm does this by comparing the present state of the inputs withone or more shift histories 28. As previously discussed, a shift history28 may represent the state of the inputs when the transmission waspreviously shifted from one specific gear to another specific gear. Whenthe present state of the inputs, including the presently selected gear,corresponds to the stored inputs in a shift history, the Al algorithmmay determine a predicted gear shift based on the gear shift informationstored in the corresponding shift history.

The algorithm then proceeds to step 276, where the algorithm sends aclutch command signal to the clutch actuator to disengage the clutch.The algorithm next proceeds to step 277, and sends a shift fork commandsignal to the one or more shift fork actuators in order to shift themanual transmission into the predicted gear ratio.

The Al algorithm then proceeds to step 278, where the controller sends aclutch command signal to the clutch actuator to engage the clutch. Atstep 280, the Al algorithm may store the state of the input signals atthe time of the shift to a shift history in memory. Finally, thealgorithm proceeds back to start.

In the situation where more than one driver will operate the samevehicle, the Al algorithms described herein may be operable to determinewhich person is operating the vehicle by observing the present drivingstyle and comparing it with shift histories 28 stored in the memory ofthe controller. In this embodiment, the Al algorithm may store a set ofshift histories 28 for each operator of the vehicle. When the vehicle isfirst started, the Al algorithm may initially monitor the driving styleof the operator based on the driver's shifts in relation to the vehicleoperating parameters and determine which of the possible operators isdriving the vehicle. In an alternative embodiment, the Al algorithm mayuse the driving style of the previous operator of the vehicle, at leastinitially, until it determines that a different driver is operating thevehicle. In another embodiment, the Al algorithm may use a baseline ordefault shift history upon vehicle start up until the driving style ofthe operator is identified. In yet another embodiment, the Al algorithmmay be directly informed of which driver is operating the vehicle by anidentification mechanism. For example, the operator may be able to inputan identity into the system or specifically select a preconfigureddriving style.

In yet another embodiment, the controller may select a specific gearratio when the vehicle is parked, and the operator has not selected agear ratio (i.e., leaves the shift lever in the “neutral” position). Forexample, the controller my select the reverse gear ratio if the operatorparks the vehicle and leaves the shift lever in the neutral position.This may prevent the vehicle from moving in the event that the operatorfails to properly apply the parking brake.

It should now be understood that the systems and components describedherein may be used to control a manual transmission and, morespecifically, to electronically shift a manual transmission using anactuated clutch and an actuated shift fork. Moreover, utilizing theinstrumented control pedals and instrumented shifter assembly describedherein, a control algorithm may be used to anticipate an operatorinitiated gear shift and thereby reduce the reaction time of the clutchactuator in disengaging the clutch of the vehicle and the shift forkactuator(s) in moving the shift forks of the vehicle such that theautomatic or actuated shifts have the feel of actual driver controlledand actuated shifts thus preserving the driving experience and feel ofthe manual transmission.

While particular embodiments and aspects of the present invention havebeen illustrated and described herein, various other changes andmodifications may be made without departing from the spirit and scope ofthe invention. Moreover, although various inventive aspects have beendescribed herein, such aspects need not be utilized in combination. Itis therefore intended that the appended claims cover all such changesand modifications that are within the scope of this invention.

1. An instrumented control pedal for a vehicle comprising a leverportion, a pedal portion and at least one pressure sensor, wherein: thelever portion comprises a first end, a second end and a pivot pointdisposed proximate the second end; the pedal portion is disposedproximate the first end of the lever portion; and the at least onepressure sensor is disposed on the pedal portion such that, when apressure is applied to the pedal portion, the pressure sensor outputs asignal indicating pressure is being applied to the pedal portion.
 2. Theinstrumented control pedal of claim 1 wherein the pressure sensor isoperable to output the signal indicating pressure is being applied tothe pedal portion when the pedal portion is contacted and theinstrumented control pedal is not rotated about the pivot point.
 3. Theinstrumented control pedal of claim 1 wherein the signal output from thepressure sensor is indicative of a magnitude of the pressure applied tothe pedal portion.
 4. The instrumented control pedal of claim 1 furthercomprising a controller operatively coupled to the pressure sensor. 5.The instrumented control pedal of claim 4 wherein the controller isoperable to receive the signal output from the pressure sensor and, as aresult of the output signal, determine a status of various systems ofthe vehicle.
 6. The instrumented control pedal of claim 1 wherein the atleast one pressure sensor comprises a matrix of pressure sensors.
 7. Theinstrumented control pedal of claim 1 further comprising a pedal paddisposed on the pedal portion, wherein the at least one pressure sensoris disposed between the pedal pad and the pedal portion.
 8. Theinstrumented control pedal of claim 1 further comprising a pedal paddisposed on the pedal portion, wherein the at least one pressure sensoris disposed on or integral with the pedal pad.
 9. An instrumented clutchpedal for a vehicle comprising a lever portion, a pedal portion, atleast one pressure sensor and at least one position sensor, wherein: thelever portion comprises a first end, a second end and a pivot pointdisposed proximate the second end; the pedal portion is disposedproximate the first end of the lever portion; the at least one pressuresensor is disposed on the pedal portion such that, when a pressure isapplied to the pedal portion, the pressure sensor outputs a pressuresignal indicating pressure is being applied to the pedal portion; andthe at least one position sensor is operable to detect a displacement ofthe instrumented clutch pedal about the pivot point and output aposition signal corresponding to the displacement of the instrumentedclutch pedal.
 10. The instrumented clutch pedal of claim 9 wherein thepressure sensor is operable to output the pressure signal when the pedalportion is contacted and the instrumented clutch pedal is not rotatedabout the pivot point.
 11. The instrumented clutch pedal of claim 9wherein the pressure signal is indicative of a magnitude of the pressureapplied to the pedal portion.
 12. The instrumented clutch pedal of claim9 further comprising a controller operatively coupled to the pressuresensor and the position sensor.
 13. The instrumented clutch pedal ofclaim 12 wherein the controller is operable to receive the pressuresignal and, as a result of the received pressure signal, determine astatus of various systems of the vehicle.
 14. The instrumented clutchpedal of claim 12 wherein the controller is operable to receive theposition signal and, based on the position signal, output an actuationsignal to a clutch actuator.
 15. The instrumented clutch pedal of claim14 wherein the actuation signal is proportional to the displacement ofthe instrumented clutch pedal such that the clutch actuator either fullydisengages a clutch of the vehicle or partially disengages the clutch ofthe vehicle.
 16. A vehicle comprising an instrumented control pedalcomprising a lever portion, a pedal portion, at least one pressuresensor, at least one position sensor and a controller wherein: the leverportion comprises a first end, a second end and a pivot point disposedproximate the second end; the pedal portion is disposed proximate thefirst end of the lever portion; the at least one pressure sensor isdisposed on the pedal portion such that, when a pressure is applied tothe pedal portion, the pressure sensor outputs a pressure signalindicating pressure is being applied to the pedal portion; the at leastone position sensor is operable to detect the displacement of theinstrumented control pedal about the pivot point and output a positionsignal indicating the displacement of the instrumented control pedal;and the at least one position sensor and the at least one pressuresensor are communicatively coupled to the controller and the controlleris operable to: receive the pressure signal from the pressure sensor;receive the position signal from the position sensor; determine a statusof various systems of the vehicle based on the pressure signal; andoutput an actuation signal to an actuator, wherein the actuation signalis based on the position signal.
 17. The vehicle of claim 16 wherein theinstrumented control pedal is a brake pedal and the actuator is a brakeactuator mechanically coupled to a brake system of the vehicle.
 18. Thevehicle of claim 16 wherein the instrumented control pedal is a clutchpedal and the actuator is a clutch actuator mechanically coupled to aclutch of the vehicle.
 19. The vehicle of claim 16 wherein the at leastone position sensor and the at least one pressure sensor are wirelesslycoupled to the controller.
 20. The vehicle of claim 16 wherein thepressure sensor is operable to output the pressure signal indicatingpressure is being applied to the pedal portion when the pedal portion iscontacted and the instrumented control pedal is not rotated about thepivot point.